Articles by Graham Smith

It might be struggling right now, but the Commodore has been one of the top selling cars ever since it was adopted from Europe back in the 1970s.Smaller, more fuel efficient cars are the current flavour of the month, but enough Australian families still regard the Commodore as their ideal car.It’s got the size the average family wants, it’s got the handling and performance they like, it’s comfortable, and has the capacity to tow their boat or caravan.Its popularity can be measured in the ongoing success of the latest Commodore, the VE that has just won Wheels magazine’s accolade as the Car of the Year for 2006.While the VE is doing some pretty decent business the outgoing VZ has quietly entered the realm of the used car.At just two years old it is now the choice of those who can’t afford a new model, or aren’t prepared to pay that first slug of depreciation new car buyers have to endure.There are plenty coming on the market as fleets upgrade to the VE, which makes them a pretty tempting buy. To use a sporting cliché it’s in the buying zone.MODEL WATCH The VZ was the last in the line of Commodores that started with the VT in 1997. Almost 10 years old it was starting to look a little dated, despite being refreshed at regular intervals along the way.Still heavily based on the VT, which was a well designed car with clean flowing lines and perfect proportions, there was only a handful of minor cosmetic changes that distinguished the VZ from its predecessor.The major changes occurred under the skin in the form of a new V6 engine, new transmissions, new safety features, and a new sports model.After 16 years Holden decided it was time for an under-bonnet change and replaced the faithful old Buick-based 3.8-litre V6 for an all-new, all-singing, all-dancing, all-alloy V6 in the form of the locally manufactured Alloytec engine.The old 3.8-litre V6, with its cast iron block and overhead valves was regarded as old technology, but it had proved itself to be a pretty tough old nail over the years and produced a decent amount of torque with quite reasonable fuel consumption. The new 60-degree 3.6-litre Alloytec engine had plenty to live up to.There were two versions offered, the Alloytec and the Alloytec 190. Both boasted double overhead camshafts with four valves per cylinder, but the 190 also featured variable valve timing on both the inlet and exhaust cams.The entry Alloytec engine produced 175 kW at 6000 revs and 320 Nm at 2800 revs, a substantial improvement over the 152 kW and 305 Nm the old ECOTEC engine delivered.While the Alloytec engine was livelier on the road if you were prepared to rev it the difference wasn’t that great if you appreciated the easy driving nature of the old engine.For more zip Holden also offered the Alloytec 190 in some models, which delivered 190 kW at 6500 revs and 340 Nm at 3200 revs.While both engines delivered more performance Holden also claimed they returned improved fuel consumption. On average, Holden said, they were two per cent better than the outgoing engine.Along with the new engines Holden also introduced new automatic and manual transmissions.The Alloytec 190 was linked to an all-new five-speed automatic transmission with paddle shifting on the steering wheel; the regular Alloytec was bolted to an upgraded four-speed auto and didn't have the paddle-shifting feature.There was also a new six-speed manual gearbox, which could be linked to the Alloytec 190.While most of the attention was focussed on the new V6 the 5.7-litre Gen III V8 was also upgraded. It now put out 250 kW at 5600 revs and 470 Nm at 4800 revs.The Commodore’s safety arsenal was also boosted by the addition of Electronic Stability Program, ESP, which was standard on Acclaim and Calais.It was part of a larger package of safety systems that included ABS anti-skid braking, Corner Brake Control, Electronic Brake Assist, Electronic Brake Force Distribution, and traction control.The VZ range began with the Executive fleet model, and included the Acclaim and Calais, while there was now a sports model, the SV6, in addition to the V8-powered SS. Holden continued to offer two body styles, the sedan and wagon.IN THE SHOP It’s early days yet for the VZ, particularly for the new Alloytec V6 and auto transmission, but there are few reports of reliability issues.Owners question the performance of the engine when compared to their old ECOTEC V6s. That can probably be explained by the different nature of the new engine, which does need to be pressed to extract its performance. Even though the old engine developed less power it developed almost as much torque which made it a nice smooth driving engine. Owners who bought the VZ expected much more from the engine than it delivered.There are also reports of harsher shifting of the new transmission, but to date there haven’t been reports of problems with it.When buying make the usual checks for body damage, paint mismatching, scarred alloy wheels etc.Also look for oil leaks around the engine, transmission and power steering.IN A CRASH Dual airbags with the option of side airbags among a raft of safety features make the VZ quite a safe choice.The addition of electronic stability control adds significantly to the VZ’s primary safety.OWNERS SAY Mick Warne traded a 1995 Rodeo on his VZ Executive in 2006. He rates the driving position and visibility good, and says the Alloytec V6 and automatic transmission combination is a good mix for his use, which includes plenty of towing. He’s averaging around 9.0 L/100 km on trips and 11 around town, and also says the road holding is exceptional.Andy Webb and his wife updated to a VZ Commodore in 2005. While he says he likes the VZ, he’s disappointed with the performance of the Alloytec V6 compared to the ECOTEC in the VX they also own. Despite the increase in power Holden claims for the Alloytec he can’t measure any difference from his VX. He also thinks the VZ is slightly thirstier, so the only advantage he can see between the two motors is that the VZ only has to be serviced every 15,000 km compared to the VX at every 10,000 km. Overall, he says he hasn’t enjoyed the VZ as much as the VX.Up until 2001 David Rochford was a Falcon man, but had become disillusioned with his 1988 Falcon and chose a VX Commodore Equipe when he went to work for a new employer. He was more than happy with the choice, so much so that he bought the car for his wife when it came time to replace it. It was replaced with a VZ Acclaim, which he says has been a great disappointment. He says it’s noisier, the transmission shifts are harsher and the trim fabric isn’t as pleasant. His complaints to three Holden dealers fell on deaf ears. When he next has the change cars he says it won’t be to a new Commodore.LOOK FOR • Clean, elegant style• Room for the family• Plenty of safety features• Less refined that previous models• Reasonable fuel consumption• Less driver friendly than earlier modelsTHE BOTTOM LINE Good all round package for the family who goes and tows together, but less refined than its predecessor.RATING 70/100

Holden is breaking out the bubby this year in celebration of the 60th birthday of the first Holden, the humble old 48/215 ‘Humpy’. The 48/215 was launched in November 1948 and quickly became a favourite with motorists who appreciated its ruggedness, zippy performance and economical running.The first Holden, called the 48/215, but more popularly known as the FX, was the product of a desire by the Australian government to have a local car industry and a team of General Motors engineers both here and in the US.Holden sent a team of engineers to the US in 1946 when they joined a group of Americans, who also worked on the project. That first Holden is now a much-loved classic, one much sought after by enthusiasts.MODEL WATCH The first Holden defined the Australian car. Before it was launched Australian motorists were served up a diet of big American cars or small British ones, but the Holden fell between the two available extremes and set the mould for the future Aussie car.It was smaller than the big American models, but bigger than the little British ones. Not surprisingly being built by an American company it had many of the much-admired attributes of American cars. It was smaller and lighter, but was simple in design and tough and reliable, perfect for a developing country with poor roads.Unlike the British cars of the time, which were slow and relatively unreliable compared to the Americans, it could accommodate a family of five in comfort, had good performance and economy, and plenty of ground clearance.It took off like wildfire with local motorists. The problem at first was supply as Holden geared up to meet the demand. It would be a number of years before Holden was able to supply it in the numbers Australians wanted.In no time at all it was the top selling car in the land, setting a pace that would keep Holden at the top of the sales charts for many years to come. At first there was just the one model, the sedan, but that was joined by a ute in 1951, and a Business sedan in 1953.There was just one engine, the great old grey, a 2.17-litre overhead valve six-cylinder unit that was under stressed and as tough as nails. Behind it was a three-speed column shift manual gearbox, again the only choice. Underneath, the old Holden had coil springs at the front and leaf springs at the rear, with drum brakes all round.On the road it would reach a heady 130 km/h, after taking 19 seconds to reach 100 km/h. A standing quarter-mile took 22 seconds or so, but who was counting in 1948. Before it was superseded by the FJ in 1953 Holden had build more than 120,000 ‘Humpys’.ON THE LOT Buying an early Holden is something of a lottery as cars vary from rusty wrecks not worth restoring to untouched originals in pristine condition and lovingly restored beauties worth plenty. A typical 48/215 can be had anywhere from $500 for one in need of a complete restoration to $25,000 for one that’s a good goer in generally good original condition.More rare cars, like early numbered ones can be worth many hundreds of thousands of dollars and it becomes a case of what the buyer is prepared to pay. Business sedans with all of their special features are worth up to double a sedan, as are utes.IN THE SHOP Beware the rusty wreck unless you’re proficient at body repairs, as they will cost a fortune to restore if you have to rely on others for paint and panel. It’s a good idea to buy the best car that fits your budget, that way you have the best foundation for a restoration you can have. The best restorations usually come from the best donor cars. Look for originality. Make sure it’s still got everything it had when it was built, particularly with cars like Business sedans that had some unusual extras the regular sedan didn’t.Mechanically there’s nothing that can’t be replaced or rebuilt. The engine is easy to rebuild, same with the gearbox, rear axle and suspension. Body and trim parts are getting harder to find as time passes, so it’s worth checking with the Holden clubs to find out what’s available and where to get it.Our owner, Phil Munday has a lot of cars and even more parts. They’re mainly for his own use in restoring his cars, but he will help out if someone is really stuck.IN A CRASH Drum brakes, narrow cross-ply tyres, unsophisticated suspension, vacuum wipers, no windscreen washers or demister, the 48/215 wasn’t designed with modern safety requirements in mind so it’s not a car to own if you’re concerned about its crash performance. It does have strong BHP steel, a tough old body and big bumpers, and all of that will work in your favour in a crunch.AT THE PUMP The 48/215 was renowned for its economy in its day. Its lightweight body and torquey low-revving engine proved the perfect combination for low fuel consumption. Tests at the time had it that the 48/215 would do the equivalent of 8.0-9.5 L/100 km, pretty good even by today’s standards.OWNERS SAY They call Phil Munday “Mister Humpy”, he’s got so many cars. He owns up to having restored one of every 48/215 model made, as well as having others in the process of being restored, plus a number of genuine original cars in going order, and a shed full of others he uses for parts.His collection includes a rare Army ute and a sedan, body number 19, which is the oldest registered Holden in existence. He also built the 48/215 Peter Brock drove at the Goodwood historic race meeting in England a couple of years ago.Munday was hooked on them as a kid when he and his dad wrecked them in the backyard at home in the 1960s. He reckons they wrecked 100s over time, something he regrets now he’s chasing parts. They’re great to drive when restored to original condition, he says. “They’re not like a modern car, but restored with new bushes in the suspension and new shocks they’re great to drive,” he says. “I’d drive any one of mine anywhere.”LOOK FOR • Own an Aussie icon• Classic styling• Waterfall grille• Increasing value• Reliable classic car• Modest performance• Simple mechanicsCLASSIC RIVALS • VW Beetle – 1951-1953 – $500-$12,000• Ford Custom – 1949-1952 – $3000-$15,000• Morris Minor – 1949-1953 – $1000-$7500THE BOTTOM LINE A truly collectable Aussie classic that’s affordable and usable now and will grow in value.RATING 80/100

Ford’s decision to build an all-new car in the Territory was one of the bravest made by a car company involved in the local industry. Thankfully for those involved it proved an exceptionally good decision, but had it gone wrong it could easily have spelt the end for Ford in Australia as we know it.The decision is credited to Geoff Polites, then the boss of Ford Australia who had brought the company back from the brink after suffering an alarming sales slump through the years of the controversial AU Falcon.Polites made a number of brave decisions while heading Ford, his gamble to invest heavily in BA instead of doing a simple cosmetic makeover of the AU being the first. That one worked a treat and the Falcon is now back in the game, and it can only be assumed that it gave him the confidence to push ahead with the Territory.The Territory shouldn’t have come as a surprise to anyone listening to Polites at his monthly briefings when he took every opportunity to talk up the success of SUVs. He could see that private car buyers were turning their backs on the traditional sedans and wagons and buying more and more four-wheel drives instead. From there it wasn’t a huge step to make the decision to build one of his own.MODEL WATCH The formula Ford followed for building the Territory isn’t a new one. SUVs have been a regular part of the automotive diet for several years, and Ford has built plenty of them in other parts of the world.One difference, a bold one at that, is that Ford decided to build a two-wheel drive version as well as the traditional four-wheel drive wagon. Polites recognised that many SUV buyers really just wanted a high riding, roomy station wagon for the perceived benefits of being able to see the road better and weren’t interested in going off the black top.Apart from the drive train the Territory didn’t have much in common with the Falcon, it was fundamentally a new car from the ground up.It rolled on a longer wheelbase than the Falcon, but was shorter in length and was much taller. Its shape was neat and clean, its lines uncluttered and purposeful, overall it was a neat looking wagon that fitted the new genre perfectly.Inside it was roomy with comfortable accommodation for five in standard form, but up to seven adults with the optional third row, and plenty of space for everything a family needs to take with them when venturing out in the big wide world.There was a host of natty little storage bins, cup holders and pockets to take small bits and pieces that might be needed while on the road, and the list of standard features was comprehensive.Mechanically the Territory was similar to the BA Falcon. It had the same 182 kW 4.0-litre double overhead camshaft six-cylinder engine for power, the same four-speed automatic transmission with sequential sports shift and the choice of either rear-wheel drive or four-wheel drive.While it rode higher than the Falcon the suspension was similar, the Territory boasting independent front suspension with the Falcon’s control blade independent rear. Brakes were disc front and rear with anti-skid electronics, traction control and grade control for offroad safety.The TX paved the way to the new Territory, but it still had plenty of standard features an owner could boast about. There was air-conditioning, trip computer, adjustable pedals, power windows, cloth trim, CD player and remote central locking. For more there was the TS, which also came with dual climate control air, cruise, rear cargo shelf, velour trim, six-CD stacker and alloy wheels. Step up to the range-topping Ghia and you also drove away holding a leather-wrapped steering wheel, seated on leather trimmed power driver’s seat looking into an auto dimming rear view mirror.IN THE SHOP Being barely two years old the Territory is still in its infancy so there’s not much to report from the field. Few will have been driven off road, certainly the two-wheel drive cars will have stuck to the black top, but it’s worth checking underneath four-wheel drives for any damage that might have been sustained by driving off road. When Cars Guide tested one shortly after its release the fuel tank guard was damaged from grounding in a rut on a bush track and a section of the rear bumper was dislodged when caught on the road while attempting a steep climb.There’s plenty of choice on the market so it’s well worth being choosey and walking away from a car that shows the signs of offroad use. They’re also used as family cars so look for damage to trim and interior fittings caused by kids bored during the journey. Being favoured for family transport look for dings and dents from the daily shopping centre car park grand prix.Some owners are concerned about the fuel consumption and looking to convert to dual-fuel. Ford doesn’t offer a system, but there are aftermarket systems available to convert the Territory to dual-fuel to save on running costs. Later reports are that the Territory suffered failure of the front suspension lower control arm ball joints, and there are a number of worrying reports of brake hoses failing.IN A CRASH The concern with high riding cars is that the higher centre of gravity means sloppier handling, but the Territory rides and handles quite well with no obvious problems because of the higher ride. Four-wheel disc brakes with ABS anti-skid and brake force distribution electronics, power steering and independent suspension make an impressive primary safety package for crash avoidance. All models boast dual front airbags, but with side curtain airbags the TS and Ghia offer superior secondary crash protection.LOOK FOR • car park dings and scratches• underbody damage from offroad usage• good visibility from high driving position• clean simple styling• room for up to seven• generally reliable engine and gearbox• can be converted to dual-fuelTHE BOTTOM LINERoomy reliable wagon with proven Falcon mechanicals makes the Territory an attractive family package.RATING 75/100

Twice Ford has sold the Mustang in Australia and both times it’s main role has been to support the Falcon. The first time it was officially sold here was in 1965 and 1966 when 209 Mustang coupes were imported and converted to right-hand drive by Ford. They were brought in to give visual credibility to Ford’s claim that the XR Falcon was ‘Mustang-bred’.The next time Ford Australia turned to the Mustang was in 2001 when it released the Mustang Cobra. Ford was going through a tough time in the market, the AU Falcon was being panned left right and centre and the Mustang injected some excitement into the brand when it was desperately needed.Ford’s plan was to sell 250 Mustangs per year, but it never reached those heady heights and it officially left Ford showrooms in 2003, although there were cars still on sale at dealers a couple of years after that.MODEL WATCH There’s no doubt that the Mustang was one of motoring’s all-time icons. It’s introduction in America in 1964 caused a sensation and sales soared to a level unimaginable even by the most optimistic of Ford’s marketing people. It was literally an overnight success. Subsequent models built on the initial success, but its glory began to fad in the 1970s when the focus swung towards fuel-efficiency, environmental friendliness and safety.A disastrous experiment with a four-cylinder model almost brought about the end of the Mustang in the mid-1970s, but there were enough die-hard Mustang fans within Ford to ensure it was kept alive through some very lean years. By the end of the 1990s the Mustang had a V8 again and was enjoying a renewed popularity and its future was assured with the 1999 model.Ford decided to spice up its local offering by bringing the Mustang here in 2001. The car that arrived here wasn’t just any Mustang, it was the Mustang Cobra, which was the top model in the US market and sold through SVT dealers. SVT was Ford America’s version of FPV here.Before it was sold here it was stripped bare by Tickford, the predecessor of FPV, and very competently converted to right-hand drive It was no cheap makeover. More than 150 major new components were made along with 200 minor parts and 250 documented processes. All up Ford invested $4 million in the project.The power was delivered through a sweet revving 4.6-litre all-alloy quad-cam V8 that pushed 240 kW and 430 Nm through the drive train. It was a silky smooth engine that emitted a low growl as a reminder of the potential that lay under the bonnet. The transmission was a Tremec five-speed manual that fed into a limited-slip diff on the way to the rear wheels. Underneath the Mustang boasted modified MacPherson Struts at the front and double wishbone independent suspension at the rear, the brakes were discs front and back with ABS, the steering was power-assisted.Ford offered the Mustang in coupe and convertible forms, and being a premium model, it had all the bells and whistles. Standard were leather trim, air-conditioning, power mirrors and windows, six-disc CD player, remote central locking, power driver’s seat, tilt steering wheel and cruise. The convertible had a power roof with a glass rear window.On the road it wasn’t the most sophisticated car; it’s handling was predictable without being particularly sharp and its ride was a little choppy, but its engine was a treat.IN THE SHOP The changes made to the Mustang by FPV improved it for Australian conditions. The engine is a delight. It revs freely and makes a great noise, which is probably the best thing about this Mustang. Inside it’s a little cramped given that it’s a big car and the quality of the interior trim and fittings isn’t great. Overall build quality is typically American, which means it isn’t as good as the Japanese or Europeans, but it seems to hang together quite well and few problems are being reported.Look for a service record and make sure the engine oil has been changed regularly.IN A CRASH Dual frontal airbags came standard in the Mustang, which provided pretty good crash protection. Standard ABS brakes and traction control, with reasonable chassis dynamics add up to a good level of primary safety.OWNER’S VIEW Peter Tollitt bought his Mustang Coupe in 2001 and says every day since has been an adventure. It is the longest he’s ever owned a car and even with 100,000 km approaching he says there is no car that excites him enough to make a change. He’s improved its looks by lowering it and fitting big billet wheels. He says there is nothing that comes close to the excitement of jumping in the Cobra everyday with Deep Purple pumping out at one end and the sweetest factory delivered exhaust note pumping out the other. He rates the handling improvements by FPV highly and says the performance is also great. He says it has been virtually trouble free and relatively inexpensive, particularly compared to his three previous HSVs. A broken clutch, a twisted driver’s side seat belt and a few minor throttle niggles in peak hour are his only complaints, but he says they pale in insignificance when compared to the upsides of the car.LOOK FOR • Head turning looks• Great exhaust note• Good performance• Average build quality• Cramped interior for sizeTHE BOTTOM LINE Great engine, average chassis and build quality, but it’s a MustangRATING 65/100

SUVs like the Ford Escape have become firm family favourites having replaced the traditional station wagon and in many cases the regular family four-door.Launched in 2001 the Escape was Ford’s main weapon in the emerging SUV war before the Territory was launched. It’s now a second-string model to the bigger Territory, but is still a popular compact off-roader with families not wanting or needing the size of the Territory.MODEL WATCH The Escape was a close cousin of the Mazda Tribute. Apart from some minor styling changes and specification variations they were essentially the same vehicle. A mid-sized wagon, the Escape was reasonably roomy and would accommodate five in relative comfort. At the time of its launch the interior came in for quite a deal of criticism for its tacky plastics with a mish-mash of clashing tones and textures.Under the bonnet of all Escape models was a double overhead camshaft 60-degree 3.0-litre V6 engine that punched out peaks of 150 kW at 5900 revs and 266 Nm at 4700 revs. With that sort of punch on tap the Escape had plenty of get up and go when needed. When asked it would accelerate to 100 km/h in a little over 10 secs, and would sprint 400 metres in 17 secs. Backing up the V6 was a four-speed automatic transmission with a rather clunky column shift. For better control when needed it could be shifted manually and the gears could be held so they didn’t upshift at the wrong moment.Like most compact SUVs the Escape was essentially designed as a high riding front-wheel drive wagon, but with a viscous coupling that directed drive to the rear wheels as required. For more control in adverse conditions a diff-lock could be introduced that locked the coupling at the push of a button and distributed the drive equally between the front and the rear wheels.On the road the Escape handled all road conditions with poise, and its steering was well weighted and responsive if lacking feel around centre. The ride was comfortable with larger bumps swallowed up with ease and smaller ones dismissed with just a little feedback to those in the cabin.Ford offered the Escape in a choice of three well-equipped models. The XLS kicked off the range and boasted air, power windows, tilt column, remote central locking, and four-speaker CD sound. Next up line the XLT got cruise, cargo net, driver’s seat height adjustment, a vanity mirror, engine immobiliser, and alarm and fog lamps. Perched atop the range there was the Limited with leather trim, leather-wrapped steering wheel and electric sunroof.IN THE SHOP Most Escapes are used for family transport and aren’t subjected to hard offroad use, but check anyway. Outside, check for damage to the paint and body from offroad use on bush tracks, while underneath look for evidence of heavier offroad driving. Look for flattened brackets, battered exhaust hangers, dents in the floorpan, a bashed oil pan and suspension damage. Mechanically there are few reports of trouble; the engine, gearbox and driveline all seem to be standing up well in service.IN A CRASH With a capable chassis, decent brakes, and four-wheel drive the Escape has a good active safety package. Early XLS models didn’t have ABS, but all models boasted the important safety system after the 2003 ZA update. All models had dual front airbags, while the Limited also had side airbags for added protection. The rear seat centre passenger had to make do with a lap belt only.AT THE PUMP The Escape is most often criticized for its fuel consumption; it’s something a potential buyer should be aware of as many find out only after laying down their hard-earned. Look for 13 L/100 km on average around town and 8-9 L/100 km on the highway, but don’t be surprised to find it doing 14-16 L/100 km in regular use.OWNERS SAY Steven Boyle and his wife bought a 2005 ZB Escape XLS with 14,000 km on the clock. They regularly tow a boat weighing around 1400 kg and while they say the fuel consumption rises and the performance drops when the boat is on the back, they say it handles the load well and there’s enough punch left for overtaking. In everyday use they say it is easy to drive, is comfortable, the control layout is good, and longer trips are no strain on either driver or passengers. They say the fit and finish is of a good quality and there are no annoying squeaks or rattles. Their only complaints are that the fuel consumption is high, there’s a slight wind noise from the front drivers side, the cruise control is not very refined, and the factory underbody treatment was not adequate and they had to have it done themselves. Overall they say it does all they ask of it and that it has been very reliable.Darren Greenwood has had his Escape XLT five years and has done 70,000 trouble free kilometres in it. He was looking for a small to mid-sized wagon when he bought it, but the Escape seemed to be well priced given the equipment it came with. He doesn’t agree with the criticism he’s heard of the column shift and the centre armrest, saying you get used to it and the centre armrest is quite large and useful for storage. The V6, he says, has plenty of punch and averages about 10 L/100 km. It’s done a bit of off roading and been to the snow a few times, although there’s been no serious bush bashing. The handling isn’t up to car standard, but if it’s not pushed too hard you don’t notice it. He says it’s roomy, he likes the high driving position with the visibility it gives, and getting the kids in and out is a breeze.LOOK FOR • Gutsy performer, but thirsty• Roomy inside• Rides and handles well• Effective four-wheel drive• High driving positionTHE BOTTOM LINE • Capable, roomy and gutsy performer, but can be very thirsty.RATING 70/100

Britain had the Mini, Germany the Beetle, but France also had its iconic vehicle, the Citroen 2CV, and the ‘Tin Snail’ as it’s affectionately known has just turned 60. The 2CV is as recognizably French as the Eiffel Tower, the baguette and Moet champagne.Just like the Mini and the VW the 2CV was born to satisfy a need for small, economical and affordable transport. It not only was all of that, but it also went on to become a much-loved motoring icon much the same way the Mini and Beetle did. The 2CV perhaps isn’t as well known as the other two here as it wasn’t sold here in the same great numbers the other two were, but it has a strong following worldwide and a small, but loyal one here.MODEL WATCH The 2CV made its debut at the Paris Motor Show in 1948, but it was well underway before World War 2, the war merely delaying its introduction. When the idea for the 2CV was hatched motoring was still something only the well off could afford to indulge in. Car ownership hadn’t yet reached the masses, but there was a number of far-sighted motoring pioneers who realized there was money to be made if you could create a car the masses could afford.Henry Ford had his Model T, Herbert Austin his Seven, Hitler was mad keen to have a wagon for his people, and Citroen was hatching the 2CV. All had the same aim in mind. Their cars had to be light, easy to produce, economical and affordable.Citroen’s plan was to produce a car with four seats, a top speed of 50 km/h, one that would do 100 km on five litres of fuel, and would be cheap to produce and maintain. The 2CV was a reality in 1939, but the outbreak of war saw it put on the backburner as the French had more important things on their minds.It was finally launched in 1948. It was panned at first for its modest performance and poor finish, but that didn’t deter the French from buying it. So high was the demand that in no time at all there was a waiting list five years long.As Porsche had known when he was developing the Beetle for Hitler aerodynamics were important when you had a small motor, and so too did the 2CV’s designers who realized they had to have a shape that cut through the air efficiently. Hence, while the VW looked like a Beetle the Citroen had the shape of a snail. With its slab sides, rounded profile, canvas roof and flaps for windows who could not fall for the little Citroen.But there was much more to the 2CV than a cute shape. It had four-wheel long travel independent suspension, front-wheel drive, inboard brakes and a small air-cooled flat-twin cylinder motor. A clever system connected the front and rear suspension on each side and helped keep the little car level. It could indeed be driven over a ploughed field with a basket of eggs on the seat without breaking one of them, as the design brief had called for. It began with a tiny 375 cubic centimetre engine producing just nine kilowatts, but over the years grew to 652 cm3 and the performance increased in line with the increase in engine capacity.There have been many variations made on the 2CV theme, including vans, luxury models, some that even went faster than 100 km/h, and one even appeared in a James Bond movie. Ultimately the demands for cleaner engines and better safety caught up with the 2CV and spelt its demise. Production finally ceased in 1990, by which time more than five million had been built. Of that number a handful were imported and sold here in the 1950s, and one or two were imported in the 1980s. Most of the 300 or so that are thought to reside in this country have been privately imported by people who fell under the little car’s spell.IN THE SHOP The 2CV engines and gearboxes are quite reliable. The engine has a short crank thanks to its twin-cylinder boxer layout, and it runs in roller bearings so it will happily rev and run forever. Rust is the scourge of the 2CV, so look for it, particularly in the floor. Poor quality Russian steel was used through the 1970s and cars from that era tend to suffer more than most from the dreaded tin worm.While some parts are available here in Australia, there is a ready supply of parts from overseas suppliers, which are contactable through the Internet. Clubs are also a good source of info and parts. Go to www.citroenclassic.org.au for more info.IN A CRASH The need to build cars that were safe was one of the reasons the 2CV died; so don’t expect anything in the way of airbags or ABS braking in the little Citroen. It can be used for everyday transport if you’re well aware of its shortcomings, but perhaps it’s best left for a beaut drive on a sunny day when its more endearing features can be best enjoyed. There are few more frugal cars than the 2CV. Owners talk of five or so litres per 100 km, which are Toyota Prius hybrid numbers in today’s terms.OWNERS SAY Alison Harvey loves her 2CV Dolly, which she has owned for 15 years. It is her first car and she hopes it will be her last as there is nothing else like it. Alison brought it with her to Australia 10 years ago, primarily as an investment, but she knew she could never part with it. A flat battery poses no problem, she just gets out the crank handle and away she goes! Who needs air conditioning on a sunny day when you can just roll the roof back and have a stylish convertible? When she visits IKEA there is no need for a trailer or station wagon, she just takes out the seats and any size flatpack will fit. Similarly, on picnics she can take out the seats so there is no need to pack the camping chairs! It glides along on corrugated roads, leans around corners, gets up to a good speed and makes people smile wherever she goes.In 1976, while working and holidaying in Europe Don Scutt required an inexpensive mode of transport, so he bought a 2CV6. The 2CV covered 25,000 km carrying two adults, two children, luggage and camping gear and for some of the time a third adult. The car was, and still is comfortable, economical, fun to drive and a great way of meeting people, and as everyone knows fast, because on the road it is always at the head of a stream of (frustrated) traffic!LOOK FOR • Cute styling• Comfortable ride• Admiring looks• Reliable mechanics• Fun motoring• Body rustTHE BOTTOM LINE Great little fun car for an affordable entry into classic motoringRATING 85/100

The surge in popularity of the so-called Sports Utility Vehicle, SUV, meant that every carmaker was eventually going to get involved in what has been the fastest growing market segment in the last decade or more. It’s been the sales phenomenon of the new century and looks like there’s no slowing the momentum.Four-wheel drive wagons have long been popular for rough tough going out back o’ beyond, but with the development of electronics has come the ability to refine them for city use. It’s allowed carmakers to build vehicles that have a degree of off-road credibility, while giving them the power to refine them to a level of a town car. With this ability it was only time before the likes of BMW and ’Benz got in on the act and built benchmark cars like the X5 and ML.The X5 was one of the first of the new breed luxury SUVs and was received with rave reviews, even by those who doubted you could build a big heavy car with such road manners as the X5 had.MODEL WATCH The SUV has been an attempt to blend bush ability with town manners; it’s the taming of the old bush basher and giving it the refinement to cope with town traffic. Carmakers like to toss around terms such as car-like when they’re talking up their SUVs, but it’s something that’s hard to achieve when in reality you’re talking about a vehicle weighing all of two tones and some.BMW got pretty close with the X5, not surprisingly given the sporting nature of the brand. There’s no escaping the body roll and sway that came with the territory, but the six-cylinder model set a standard with a balance and responsiveness belying its mass and physical dimensions. The V8s tended to be a little front heavy, which dulled the response somewhat.The X5 began life here as a 4.4-litre V8 in 2000. It had double overhead camshafts, 32-valves and put out 210 kW and 440 Nm. It was joined a few months later by a 3.0-litre double overhead camshaft six-cylinder engine that produced 170 kW and 300 Nm. Finally, in 2002 a 4.6-litre V8 that delivered 255 kW and 480 Nm was added to the engine choices. All of that was directed through a five-speed automatic transmission to all four wheels as required.Modern electronics gave designers the capability of controlling each wheel individually, so systems like traction control and ABS could be used to brake individual wheels as needed and direct traction to other wheels that weren’t spinning or losing traction.The X5 handled slippery roads with ease, and stood up beyond the black top as long as the going isn’t too tough. Like you would expect the X5 was fully equipped with every that opened and shut in a car so you wouldn’t be left wanting for anything.IN THE SHOP Even BMWs break down on occasion so don’t buy an X5 thinking you’ve got something that’s absolutely bulletproof. That said they’re pretty good with few flaws that regularly strike them down. If you need to do some repairs, be prepared for a sizable bill for parts, as they are very expensive.It’s best to find a BMW specialist to keep your X5 running smoothly. They might not have a glossy showroom, but they will be able to source parts that are more affordable than the factory parts, and will often be able to repair components instead of simply replacing them, as dealers are wont to do as a matter of course. A BMW catalytic converter, for example, can cost more than $2500 if you have to replace it, but most specialists can source converters for as little as $400.IN A CRASH Mass will always win out when it comes to the crunch and the X5 is well endowed in that area, but it handles, steers and stops well so it has pretty good dynamic safety. It also has all of the safety items you would expect of an expensive car as the X5 surely is. Look for an array of airbags on all sides to intervene in a crunch.AT THE PUMP Pushing a vehicle weighing around two tonnes around town isn’t going to be cheap so don’t expect miracles from the X5. The 3.0-litre six should return 11-13 L/100 km, the V8s one or two more if you can keep your right foot under control.LOOK FOR • BMW badge cred.• Good looks• Regular visits to the pump• Good performance for size• Luxury at all turnsTHE BOTTOM LINE If your budget allows the X5 sets the standard for luxury SUVsRATING 78/100

BMW’s 5-Series is universally admired by owners and rival carmakers alike. So much do its rivals admire it that they have regularly used it as a yardstick when developing cars of their own.Holden used the then current 5-Series as the main benchmark when it was developing the VB Commodore in the 1970s, and again when it did the VE a couple of years back, and Ford has also used it in developing its recent Falcon models.Remarkably, given so many companies have used it as a benchmark for their own new cars the BMW has managed to keep its allure. It seems that it remains tantalisingly out of reach.MODEL WATCH The E39 5-Series followed one of the best, and most successful models BMW has ever produced, the E34, in 1996. Previous 5-Series BMWs were highly regarded, as can be seen by then Holden chassis guru Peter Hanenberger’s choice of the 5-Series as a benchmark for the VB Commodore in the mid-1970s, but the E34 cemented its place at the head of the pack.It had a unique blend of chassis agility and six-cylinder sweetness in a fully equipped package able to accommodate five in refined comfort that no other carmaker could match. Even its great rival Mercedes-Benz couldn’t match it for dynamics.The E34 really brought BMW to the attention of the Australian motoring public. Here was a good-sized car they could afford, at a pinch, if they were doing well. It’s now 20 years old, but it’s still popular with buyers of used cars.So the E39 had lots to live up to when it was launched in 1996. Unlike the models that followed it the E39 was a mild evolution of the E34, which was wonderfully elegant with clean lines and perfect proportions. The E39 was sleeker and smoother, but it retained the elegance that keeps the E34 looking fresh even today. There were new headlights and a new grille at the front, a smoother roofline and a stubby tail reminiscent of the smaller 3-Series. It was a car that looked good from all angles, a modern classic and a worthy successor to the great E34.The six-cylinder is BMW’s signature engine and the E39 had a number of choices of engine size. All had the silky smoothness, purposeful response, and seductive snarl that were so characteristic of BMW sixes down through the ages, but in the E39 they also delivered more power and torque for an enhanced driving experience.They started with the 2.5-litre double overhead camshaft engine with 125 kW and 245 Nm, but for more grunt there was the 2.8-litre engine that boasted 142 kW and 280 Nm. They were followed by the sportier V8 models, which packed the considerable punch of a 180 kW 3.5-litre double overhead camshaft bent eight and its bigger 240 kW 4.4-litre brother. All were linked to a five-speed auto transmission, but it had the option of the Steptronic sequential shift that aped a manual change.The agility of the BMW classic has always been one of its most admired attributes and the E39 could claim even better dynamics, partly because of its much stiffer body shell that gave it a very stable foundation. Independent suspension front and back with a sporty tune, precise and responsive power steering, and the power of ABS-supported disc brakes on all corners combine to deliver a dynamic driving package. All models were well equipped with all the fruit you could wish for in a prestige luxury car.IN THE SHOP The attraction of a used 5-Series is strong for those who couldn’t or wouldn’t afford one new, but they need to be approached with both eyes open and a questioning mind. As with any used car buy the best you can afford within your budget and leave enough left over to service it.Servicing BMWs can be expensive if you stick with the dealers. They generally give good service, but you pay top dollar for it, so link up with a specialist service mechanic with a good knowledge of BMWs and you will save heaps. Little goes wrong with BMWs on a regular basis, but brake wear is a consistent complaint with owners facing a hefty bill for replacement rotors and pads.Look for oil leaks around the engine. A rough idle could indicate a lack of servicing and extended oil change periods. BMWs also require the factory replacement parts, like shocks, exhaust etc. to give their best, but that’s not to say non-genuine parts will completely ruin the driving experience. A BMW specialist should know which non-genuine parts can be safely used and those to steer clear of.IN A CRASH The 5-Series has an array of airbags to protect the occupants in the event its chassis and braking prowess aren’t enough to avoid a crash. Front and side airbags were standard across the range.AT THE PUMP Expect to get around 11.0 L/100 km on average from a six and 13.0 L/100 km from a V8.OWNERS SAY Ed Malek’s 2000 523i had done 79,000 km when he bought it. It was clean and tidy, performed well and passed a mechanical and safety check. He hesitated for a while before buying it, but each time he hopped back into his 2005 Magna, he was convinced he should. He was impressed with its handling, low level of road and wind noise, comfort, and safety with eight airbags. The 2.5-litre six lacks a little grunt from take-off, but on the open highway it powers along admirably. Around town he gets 10.7 L/100 km. A few rattles have developed, which he believes could be the window regulators, and the CD changer is malfunctioning.LOOK FOR • BMW badge cred.• Timeless elegant looks• Great chassis dynamics• Sweet six under the bonnet• Roomy interior• Costly parts and serviceTHE BOTTOM LINE Great looking and performing sporting saloon that rewards the driver.RATING 80/100

You don’t have to have a long memory to recall the time when bigger was considered better and you bought a bigger car when you wanted a more prestigious drive. Thankfully our market is much more sophisticated today and prestige also now comes in smaller packages, like the Audi A3.Small cars once spelt poverty, they were cars you gave your wife to drive or if you drove one yourself it was because you couldn’t afford anything bigger. The normal family car was a Commodore or Falcon and you stepped up to the prestige of a Statesman or Fairlane when you’d made it.Now, largely since the influx of European makes over the last 20 years or so, prestige is no longer measured in metres of metal. It’s also true that the European makes have downsized as they’ve attempted to make their cars more affordable, and therefore more available to more people. You no longer have to be well heeled to get behind a three-pointed star or blue-and-white spinner.The big European makes, BMW and Mercedes-Benz now have smaller models, and other makes like VW and Audi have become more serious players in the local prestige market.MODEL WATCH The A3 brought new choice in prestige small cars when it arrived here in 1997. BMW’s 3-Series Compact was already on the market, setting a trend in delivering European prestige to those who would normally be able to afford it, and the A3 added another choice. At first there was only a three-door hatch on offer, but a five-door hatch replaced that in 1999, which added to the appeal of the small Audi.Audi offered a choice of three engines in the front-wheel drive A3 hatch. The entry engine was a 1.6-litre 12-valve single overhead camshaft fuel-injected four-cylinder unit that put out 74 kW at 5600 revs and 145 Nm at 3800 revs for brisk performance.There was also a fuel-injected 16-valve double overhead camshaft 1.8-litre engine that boasted 92 kW at 6000 revs and 173 Nm at 4100 revs and boosted performance nicely to be the pick of the bunch. For the most zip Audi also offered a turbocharged 1.8-litre engine that pumped out 110 kW at 5700 revs and 210 Nm at 4600 revs.A3 buyers also had the choice of a four-speed auto transmission or a sporty five-speed manual. All of that rode on a nimble front-wheel drive chassis with power steering, four-wheel anti-skid ABS disc brakes and alloy wheels.As would be expected given its prestige tag the A3 came with plenty of fruit, including central locking, immobilisers, power windows, tinted glass and four-speaker sound. After the 1999 update to the five-door hatch it also came with air-conditioning, CD player, power windows, remote central locking, leather steering wheel and a tilt adjustable column. Atop the range the turbo had sports suspension, sports seats, steering wheel and shift knob, along with exclusive cloth trim.IN THE SHOP While Audi quality has improved markedly in recent years there was a time when it wasn’t up to the standard set by BMW and ’Benz, so inspect early A3s carefully. Look for collision damage on the body, particularly for doors or hatches that down open or close properly. Paint overspray and mismatching colours can also be a give-away of crash repairs.Audi engines are known to consume oil, which isn’t a problem if owners dip their engines regularly. Many owners who bought Audis simply didn’t bother to check the oil between services and only discovered their engines thirst for oil when they developed the death rattles. Lift the dipstick and check the oil level, and take a look inside the oil filler cap for sludge, the presence of which would suggest poor servicing. It’s important to have a service record, some owners might have been able to afford to buy prestige, but might not have been able to afford the upkeep that goes along with it.IN A CRASH Early A3s came with dual front airbags; later ones also had side airbags fro front seat occupants providing decent secondary crash protection. Anti-skid ABS brakes and decent handling gave drivers a chance of avoiding a crash.OWNERS SAY Paul Skaraiev was looking to downsize from his Holden Berlina V8 when he bought his 2000 Audi A3 Turbo in 2001, but he still wanted a prestige model. The A3 had done 56,000 km when he bought it and it has now done 105,000 km without any significant problem. He says he’s rapt in its looks, loves its performance, reckons the 7.9 L/100 km fuel consumption is great and is happy with its reliability, but he isn’t so enamoured with the cost of servicing and parts.LOOK FOR • oil consumption• service record a must• check for damage to body• spirited performance from 1.8 and 1.8 turbo• agile and responsive handling• European prestigeTHE BOTTOM LINE Good handling and performing small prestige hatch with the 1.8-litre the best choice.RATING 70/100

With sales of SUVs booming in the early part of this century it was only a matter of time before Holden got into the act with its own model. The Korean-sourced Captiva was launched in 2006 in the midst of Holden's shift to Asia for most of its imported models.If Holden diehards were keen for the brand to have an SUV they could get into, there were others who remained skeptical about the idea of Holden-badged Korean cars. Three years later those fears have evaporated, and with a diesel engine now part of the offering the Captiva offers something others can't.MODEL WATCH Holden was caught with its corporate pants down when SUV sales surged at the dawn of the new century. Quite simply it didn't have one to offer. While Ford also recognized the need for an SUV and built the Territory, Holden tried to plug the gap in its model range with the all-wheel drive Adventra wagon that was spun off the Commodore.It didn't work. While the Adventra was a decent car it was initially only available as a V8, which set it back, and although competent it was heavy and clunky on the road.Ford's success with the Territory was a clear message to Holden that the Adventra hadn't worked and that they needed an SUV urgently to have a competitive presence in the market.The SUV market was new territory for Holden, but the Captiva ticked most of the required boxes. It looked stylish, it was of a similar size to the booming BMW X5, and could accommodate up to seven.While it came from Korea the Captiva was powered by Holden's 3.2-litre Alloytec V6 made in Melbourne. The V6 was the only engine available at the launch in 2006, but Holden read the market's move towards diesel engines well and added a 2.0-litre turbo diesel engine in 2007. With Ford sticking to its tried-and-true six cylinder engine and not offering a diesel Holden's move to diesel power was a masterstroke.The Aussie-built V6 delivered peaks of 169 kW at 6600 revs and 297 Nm at 3200 revs in most models, but a different exhaust system reduced the peak power slightly in the top-of-the-range MaXX. The diesel meanwhile gave 110 kW at 4000 revs and 320 Nm at 2000 revs when at its peak and was available in all models but the MaXX.The only transmission choice for the V6 was a five-speed Aisin auto with sports shift, but the diesel could be had with a five-speed manual 'box as well as the auto. In most situations the drive went through the Captiva's front wheels, but when needed drive was also sent to the rear wheels. The all-wheel drive system was electronically controlled and used two clutches.The Captiva also boasted a comprehensive array of electronic driving aids, including electronic stability control, traction control, electronic brakeforce distribution, brake assist, hill descent control, ABS antilock braking, and rollover protection. Holden engineers had a hand in tuning the suspension ensuring the Captiva's ride and handling was in tune with the local roads, with the result it rode comfortably and handled well.Inside the Captiva was roomy, with fold-flat seating making it a flexible carrier of people or loads of luggage. As many as 20 storage options were built into the Captiva's interior, including a useful wet-dry area below the rear floor, a glovebox cooler, large rear centre console bin, and numerous other handy bins. Four models were offered in the range, which included the five-seater SX, the seven-seater CX and LX, and the sporty five-seater MaXX.IN THE SHOP With the earliest cars just three years old and done 75,000 km or so at most it's early days for the Captiva. Apart from some initial complaints about the fuel consumption of the V6 there have been few complaints about the Captiva, and none of them have been of a serious nature.At this point in its life it's important to ensure the maintenance has been kept up so the car you are considering buying hasn't been neglected. Most SUVs are used around town, but check for offroad use, and any damage that might have been sustained in the bush.IN A CRASH The Captiva scrubs up pretty well on the safety front, with dual front airbags standard across the range, and curtain airbags optional on the SX and standard on all other models. All models also have seat belt pretensioners and belt force limiters on the front seats to limit the load on the chest in a crash. There's also a comprehensive array of electronic aids to provide a high level of active safety.AT THE PUMP Holden claimed the Captiva V6 would do 11.5 L/100 km on average, while the diesel would better that with 7.6 L/100 km for the manual and 8.7 L/100 km for the auto. Many owners complained about the high fuel economy of their V6 Captivas, which they were reporting was tending more towards the 12-14 L/100 km than the official Holden figures. The diesel seems to be hitting the mark with owners reporting quite reasonable fuel economy numbers.OWNERS SAY Barry Watson says his two-year-old LX Captiva diesel is better than he was expecting it to be. He was attracted to the Captiva by its safety, diesel engine, and high level of equipment. Two years on he says it is well finished, the body is very tight with no rattles anywhere, the ride and handling is quite acceptable, and it has been very reliable with no problems experienced to date. He also praises its fuel economy and reports he gets 10-11 L/100 km around town and 7.9 L/100 km on interstate trips. His main complaint is that the trip computer does not give an in stant readout of fuel consumption, so it can't be used as an economy gauge. In summary he says he is a very satisfied owner and would not hesitate to buy another one.LOOK FOR . Attractive looks. Seats up to seven. Thirsty V6. Frugal diesel. Competent chassis. Electronic driving aidsTHE BOTTOM LINE Attractive all-wheel drive wagon with Aussie influenced looks and chassis settings, and the option of a diesel engine is worth a look.RATING: 80/100